WO2015066060A1 - Système de suralimentation comprenant un turbocompresseur et un compresseur d'alimentation à entraînement hybride - Google Patents

Système de suralimentation comprenant un turbocompresseur et un compresseur d'alimentation à entraînement hybride Download PDF

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Publication number
WO2015066060A1
WO2015066060A1 PCT/US2014/062702 US2014062702W WO2015066060A1 WO 2015066060 A1 WO2015066060 A1 WO 2015066060A1 US 2014062702 W US2014062702 W US 2014062702W WO 2015066060 A1 WO2015066060 A1 WO 2015066060A1
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WO
WIPO (PCT)
Prior art keywords
supercharger
engine
boost
boost system
generator
Prior art date
Application number
PCT/US2014/062702
Other languages
English (en)
Inventor
Daniel R. Ouwenga
Original Assignee
Eaton Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Eaton Corporation filed Critical Eaton Corporation
Priority to EP14858365.1A priority Critical patent/EP3063384A4/fr
Publication of WO2015066060A1 publication Critical patent/WO2015066060A1/fr
Priority to US15/141,214 priority patent/US10006343B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • F02B33/38—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type of Roots type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F02B39/06—Mechanical drives; Variable-gear-ratio drives the engine torque being divided by a differential gear for driving a pump and the engine output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B5/00—Engines characterised by positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates generally to systems for boosting engine intake air pressure to increase the torque available from the engine.
  • boosting systems have been developed for boosting the air pressure at the engine intake to increase the torque available from the engine.
  • Conventional boosting systems can include superchargers and/or iurbochargers.
  • A. turbocharger typically includes a first turbine exposed to engine exhaust flow and a second turbine positioned in the air intake of the engine. Exhaust flow from the engine turns the first turbine which transfers torque to the second turbine causing the second turbine to boost the intake air pressure.
  • Iurbochargers can be efficient but have the disadvantage of lag.
  • Lag relates to a delay in providing boost pressure.
  • turbocharger depends on energy from the exhaust to provide the boost pressure
  • high levels of boost cannot be immediately provided when needed by the engine. Instead, full levels of boost are not provided until the engine reaches a high enough speed where the exhaust has sufficient energy to adequately drive the turbocharger.
  • superchargers are driven by torque drawn directly from the engine. This is advantageous because superchargers can provide a rapid boost in pressure without the type of delays associated with iurbochargers.
  • superchargers are typically designed with a fixed gear ratio that under normal driving conditions generates excess air flow that is typically routed through a bypass and recirculated through the supercharger. This results in energy loss.
  • boost systems have been developed that include both turbochargers and superchargers.
  • the turbocharger can be designed taking efficiency primarily into consideration, and the supercharger can be designed to supplement the turbocharger to compensate for turbocharger lag.
  • the present disclosure relates to an engine boosting system that uses a turbocharger and a hybrid drive supercharger.
  • a turbocharger and supercharger in series can allow for the reduction in power plant size (e.g. a 3 liter engine can be used instead of a 4 liter engine).
  • power plant size e.g. a 3 liter engine can be used instead of a 4 liter engine.
  • increased fuel economy when compared on the basis of engine torque
  • part engine loads associated with low vehicle speeds and gentle accelerations can result.
  • the turbocharger can be designed primarily to enhance efficiency, and the supercharger can be designed to address lag issues associated with the turbocharger.
  • the hybrid drive associated with the supercharger can be configured to enhance the efficiency of the supercharger by controlling the speed of the supercharger to reduce or minimize the excess flow generated by the supercharger.
  • the hybrid drive can include a gearing arrangement such as a planetary gear set that controls the transfer of torque between the engine crankshaft, an electric motor and the rotors of the supercharger.
  • the supercharger is a Roots-style turbocharger having a fixed displacement per each rotation of the rotors.
  • the hybrid drive is configured to use a limited amount of electrical energy in an effective and efficient manner.
  • the hybrid drive can be configured to transfer torque from the engine to the supercharger at a gear ratio (e.g., a fixed gear ratio) that provides less torque than the turbocharger needs to satisfy worst-case transient conditions.
  • a gear ratio e.g., a fixed gear ratio
  • supplemental torque can be provided by the electric motor to meet the boost pressure needs.
  • the electric motor can be controlled to slow the rotation of the turbocharger thereby drawing energy from the turbocharger that can be used for recharging the battery. In this way, the speed of the supercharger rotors can be varied to control bypass losses. z.
  • the electrical motor can have a capacity of two kilowatts or less and the system is compatible with a 12 volt automobile electrical system.
  • larger electrical motors and systems requiring higher voltages e.g., 48 volts
  • a clutch can be provided and the electric motor can be used to reduce clutch differential speed before engagement.
  • Figure 1 is a graph showing a pressure ratio balance between a supercharger and a turbocharger in a combined supercharger, turbocharger boost system
  • FIG. 2 is a system layout showing an example combined turbocharger and supercharger boost system in accordance with the principles of the present disclosure
  • Figure 3 is a system layout for another example combined supercharger and turbocharger boost system
  • Figure 4 schematically depicts a hybrid drive in accordance with the principles of the present disclosure for powering a supercharger
  • Figure 5 is a graph illustrating operational parameters of the hybrid drive arrangement of Figure 4:
  • Figure 6 illustrates example operating parameters for the hybrid supercharger drive of Figure 4 for both transient and steady state operating conditions.
  • aspects of the present disclosure can relate to a boost system that uses both a supercharger and a turbocharger to provide boost pressure to an engine.
  • the engine can include a spark ignition gasoline engine.
  • the gasoline engine can have a size ranging from one liter to four liters.
  • the engine can have a size ranging from one liter to three liters.
  • aspects of the present disclosure are also applicable to engines having sizes outside the ranges specified above.
  • FIG. 1 shows an example pressure ratio balance strategy/profile for a system including both a supercharger and a turboeharger.
  • the pressure ratio values are plotted versus engine speed to generate profiles.
  • the graph includes a desired manifold pressure profile 20.
  • the graph also includes a pressure ratio profile 22. for a first supercharger and a pressure ratio profile 24 for a first turboeharger.
  • the combined pressure ratio values provided by the pressure ratio profile 22 and the pressure ratio profile 24 correspond to the manifold pressure profile 20,
  • the first tm'bocharger has a relatively small lag and the first supercharger is designed to compensate for this relatively small lag.
  • the graph of Figure 1 also shows a pressure ratio profile 26 corresponding to a second turboeharger.
  • the second turboeharger is larger than the first turboeharger and can provide higher efficiencies at higher engine speeds.
  • the second supercharger has a significantly larger lag (see arrow 28) as compared to the first supercharger. To reduce the effective lag 28 and to allow the use of the higher efficiency second turboeharger, the second
  • turboeharger is matched with a second supercharger configuration that generates a pressure ratio profile 30 that is shifted to the right as compared to the pressure ratio profile 22 so as to account for the lag 28, It will be appreciated that the enhanced boost pressure provided by the second supercharger configuration can be provided by adjusting a fixed gear ratio provided between the supercharger and a torque output (e.g., a crankshaft) of the engine.
  • a torque output e.g., a crankshaft
  • FIG. 2 illustrates an example boosting system 100 in accordance with the principles of the present disclosure.
  • the boosting system 100 is configured to increase the boost pressure provided to an engine 102.
  • the engine 102 can include a gasoline engine having an intake manifold 104 and a throttle 106
  • the boosting system 100 is also depicted including a supercharger 108 and a turboeharger 1 10.
  • the supercharger 108 and the turboeharger 1 10 are positioned along an air intake of the engine 102 with the supercharger 108 being positioned downstream from the turboeharger 110.
  • the turboeharger 1 10 includes at least one rotor 1 12 for boosting air pressure at the engine intake and a turbine 1 14 exposed to engine exhaust for extracting energy from the engine exhaust to power the rotor 1 12.
  • the turboeharger 110 can include a single scroll turbocharger.
  • the supercharger 108 is powered by a hybrid drive system 120.
  • the hybrid drive system 120 is configured to use torque mechanically transferred from the engine 102 (e.g., from the engine crankshaft) to drive the supercharger 108, and is also configured to use torque generated from an electric motor/generator 122 to provide torque to the supercharger 108.
  • the electric motor/generator 122 can be powered by a battery 124 when functioning as an electric motor, and can be used to charge the battery 124 when functioning as a generator 122. in certain examples, the electric
  • the motor/generator 122 can include an internal stop mechanism or a brake for braking the electric motor/generator 12.2 when it is desired to stop rotation of the output/input shaft of the electric motor/generator.
  • the electric motor/generator 122 can interface with an electiOnic controller that controls operation of the brake and also controls operation of the electric motor/generator 122 in both the generating state and in the motoring state.
  • the hybrid drive system 120 can further include a gear set such as a planetary gear set 126 that allows torque to be transferred between the supercharger 108, the electric motor/generator 122 and the crankshaft of the engine 102.
  • a clutch 128 can be provided for selectively coupling the planetary gear set to the engine and for decoupling the planetary gear set from the engine.
  • the boosting system 100 can include intercoolers 130, 132 for cooling the intake air provided to the intake manifold 104.
  • the iniercooier 130 is positioned between the turbocharger 1 10 and the supercharger 106 and the mtercooler 132 is provided between the supercharger 108 and the engine 102.
  • the boosting system 100 also includes a bypass line 134 that bypasses the supercharger 108. Flow through the bypass line 134 is controlled by a valve 136 that can open flow, close flow or proportion flow.
  • the bypass line 134 has an upstream end 138 positioned between the iniercooier 130 and the supercharger 108 and a downstream end 140 positioned between the supercharger 108 and the iniercooier 132.
  • the downstream end of the bypass line 134 can be positioned downstream of the mtercooler 132 as shown by dash line 130a. In such an example, the bypass line 134 would bypass the supercharger 108 and the mtercooler 132.
  • the throttle 106 is positioned between the supercharger 108 and the engine 102 such that the throttle 106 is positioned downstream from the supercharger 108. In other examples, the throttle can be positioned upstream from the supercharger 108.
  • Figure 3 illustrates another boosting system 200 in accordance with the principles of the present disclosure.
  • the boosting system 200 includes the same basic components as the boosting system 100. However, the boosting system 2.00 is configured with the turbocharger 1 10 positioned downstream from the supercharger 108.
  • the hybrid drive system 120 can be configured to pro vide various functions and can be operated in various modes.
  • the hybrid drive system 120 can be provided with a brake for applying a braking force to the rotors of the supercharger 108 such that the rotors of the supercharger 108 are prevented from rotating.
  • the electric motor/generator 122 can be operated to vary the speed of the supercharger 108 to control and vary the boost rate based on the operating condition of the engine. This mode can be referred to as a variable speed boost mode.
  • the supercharger brake can be locked and the electric motor 122 can provide torque to the engine for starting.
  • the system can be operated in a brake regeneration mode in which the electric motor/generator 122 is operated as a generator and is used to recover energy associated with braking.
  • the boosting system can be operated in a torque assist mode in which the electric motor 122 is operated as a motor and is used to provide supplemental torque to the engine.
  • the hybrid drive system 120 can also be operated in an alternator mode in which the electric motor/generator functions as a generator and uses torque from the engine to charge the battery. It will be appreciated that further details relating to example hybrid drive systems that can be incorporated into the present boosting system are disclosed in United States Provisional Patent Application Serial No.
  • FIG 4 illustrates an example configuration for the hybrid drive system 120.
  • the hybrid drive system 120 includes the supercharger 108.
  • the supercharger 108 includes intermeshed rotors 150 positioned within a supercharger housing 152. Timing gears can be provided for transferring torque between the rotors 150 and for ensuring that the rotors 150 rotate at the same speed.
  • An input shaft 154 can supply torque to one of the rotors 150.
  • the supercharger 108 can be a Roots-style supercharger that has a fixed air displacement for each rotation of the ro tors 150.
  • An example supercharger is disclosed at United States Patent No. 7,488, 164 that is hereby incorporated by reference in its entirety.
  • the planetary gear set 126 includes a sun gear 156 that is coupled to and rotates in unison with the input shaft 154, a carrier 158 that carries planetary gears 160 that surround an interniesh mesh with the sun gear 146, and a ring gear 162 that surrounds and intermeshes with the planetary gears 160.
  • the electric motor/generator 122 is shown including an input/output shaft 164 that is coupled to the exterior of the ring gear 162 by one or more gears 166.
  • the hybrid drive system 120 also includes a belt 168 that transfers torque from a pulley 170 attached to the crankshaft 171 of the engine 102 to a pulley 172 coaxiaHy aligned with the axis of rotation of the sun gear 156 and earner 158.
  • a clutch 174 is positioned between the carrier 158 and the pulley 172. When the clutch 174 is operated in an engaged state (i.e., a torque transmitting state), torque is transferred between the pulley 172 and the carrier 158 such that the pulley 172 and the carrier 158 rotate in unison with one another about the axis of rotation of the carrier 158.
  • Figure 5 is a torque map for the hybrid drive system 120 of Figure 4.
  • the torque map shows the engine torque at different engine speeds.
  • the ring gear 162 stops rotating and torque is transferred from the engine crankshaft to the supercharger 108 at a fixed boost gear ratio defined by the relationship between the sun gear 156 and the planetar '- gears 160.
  • line 176 shows the boost profile provided by mechanical torque taken from the engine at the fixed boost gear ratio.
  • the line 176 is positioned between a line 178 and a line 180.
  • the line 1 8 is representative of the boost profile needed to be provided by the supercharger 108 to meet a worse-case boosting scenario (e.g., a worse case transient condition) and the line 178 is representative of the supercharger not providing any boost (e.g., when the clutch 174 is disengaged).
  • the electric motor/generator 122 can be used to vary the speed of the supercharger 108 from the baseline profile set by line 176.
  • an electronic controller interfaces with the electric motor/generator 122 to controi operation of the electric motor/generator 122 such that the boost pro vided by the supercharger 108 varies to match a given operating condition of the engine.
  • the electric motor/generator 122 can be operated as a motor and can draw electricity from the battery 124 to rotationally drive the ring gear 162 so as to increase the rotational speed of the rotors of the supercharger 108 to a desired level.
  • the electric motor/generator 122 can be operated as a generator and can be back-driven by the ring gear 162 thereby causing the rotors of the supercharger 108 to slow down.
  • the torque provided by the electric motor/generator 122 when operating in the motoring state and the resistance provided by the electric motor/generator 12.2 when operating in the generator state can be controlled by the control system to provide the exact level of supercharger boost above or below the baseline value 176 needed to satisfy the requirements of the engine under a given operating condition.
  • the control system By slowing down the rotors of the supercharger 108 with the electric rotors/generator 122, excess flow generated by the supercharger 108 is reduced so as to reduce bypass losses and energy can be recaptured by recharging the battery 124.
  • the boosting system 100 can be designed taking into consideration both steady state and transient operating conditions.
  • the system is designed to be efficient at steady state operating conditions and the fixed ratio boost provided by the supercharge 108 (as defined by line 176) has been selected so as to ensure efficient operation at a steady state.
  • line 190 shows the boost pressure ratio profile provided by the supercharger 108 at steady state conditions and line 192 shows the boost pressure ratio provided by a worse case transient condition.
  • the baseline boost pressure ratio profile defined by line 194 represents the boost pressure ratio profile provided to satisfy the supercharger 108 when powered solely by torque from the engine through the fixed boost ratio gearing of the planetary gear set 126.
  • the baseline value profile 194 is desirable for the baseline value profile 194 to be substantially below the transient pressure ratio profile defined by line 192.
  • Figure 6 also shows the boost pressure ratio profile provided by the turbocharger at steady state conditions (see line 196) and the boost pressure ratio provided by the turbocharger at transient conditions (see line 198).
  • Figure 6 further shows the desired intake manifold pressure ratio profile provided at the intake manifold of the engine. This pressure ratio profile is depicted by line 200. It will be appreciated that under steady state conditions, the supercharger 108 and the turbocharger 110 provide the boosting levels responding to lines 190 and 196 to provide the desired pressure ratio according to line 200. Normally, under transient operating conditions, the supercharger 108 and the turbocharger 1 10 operate according to lines 192 and 198 so as to cooperate to satisfy the manifold pressure requirements established by line 200.
  • the supercharger 108 can be configured to withstand high flow/high pressure conditions.
  • the supercharger 108 can include enhanced shaft sealing of the type disclosed at United States Provisional Patent Application Serial Nos. 61/776,568 and 61/776,993, which are hereby incorporated by reference in their entireties.
  • the boost system 100 can include control features to enhance clutch performance and reduce clutch wear.
  • the electric motor/generator 12.2 can be used to reduce clutch differential speed before engagement.
  • the clutch 174 can be operated in the disengaged state where torque is not transferred from the pulley 172 to the carrier 158.
  • the bypass line 134 can be opened to allow the intake air to bypass the supercharger 108.
  • the rotors of the supercharger 108 do not rotate and the earner 158 also does not rotate.
  • the rotors of the supercharger 108 and the carrier 158 may rotate at a speed substantially slower than the pulley 172.
  • the electric motor/generator 122 can be used to reduce the clutch differential speed.
  • the electric motor/generator 122 can draw electricity from the battery 124 and convert this energy to a torque that is supplied to the ring gear 162 for rotating the ring gear 162.
  • Rotation of the ring gear causes rotation of the carrier 158 since the inertia! mass of the supercharger rotors prevents the sun gear 156 from rotating.
  • Sensors can be utilized to monitor the rotational speed of the portion of the clutch corresponding to the carrier 158 and the portion of the clutch corresponding to the pulley 172. When the differential speed between the components of the clutch is sufficiently low or zero, the clutch 174 is then engaged.
  • the electric motor/generator 122 Upon engagement of the clutch 174, the electric motor/generator 122 is operated as a generator thereby providing resistance causing torque to be transferred through the planetary gear set 126 to the rotors of the supercharger 108.
  • the electric motor/generator 122 can control the supercharger engagement profile.
  • the hybrid drive system 120 can further include additional operational modes.
  • the control system can be configured to operate the hybrid drive system 120 only in fixed ratio or regeneration modes, in other words, once the battery level falls below a predetermined level, the control system can prevent the electric motor/generator 122 from operating as a motor and applying additional torque to the ring gear 162.
  • the maximum boost provided by the supercharger 108 is established by the baseline value corresponding to the fixed ratio boost.
  • the hybrid drive system 120 can be provided with an optional electric-only boost mode.
  • the clutch 174 is disengaged and a brake or lock is used to prevent rotation of the carrier 158.
  • the electric motor/generator 122. is then operated as a motor so as to apply torque through the planetary gear set 126 for driving rotation of the rotors of the supercharge 108.
  • electric motor/generator 122 can include an internal stop mechanism or a brake for braking the electric motor/generator 122 when it is desired to stop rotation of the output/input shaft of the electric
  • the motor is braked when it is desired to drive the supercharger only from the engine (e.g, under low battery power conditions). Thus, supercharger boost is available even under low battery power conditions.
  • torque is transferred to the motor and the supercharger from the engine crankshaft to provide power for driving the supercharger while simultaneously driving the motor/generator to re-charge/re-generate the battery under low battery power conditions.
  • the boost system includes a tui'bocharger and a supercharger that cooperate to provide the pressure boost to the air intake manifold.
  • the boost system also includes a hybrid drive system for powering the supercharger, in certain examples, the hybrid drive system includes a mechanical connection for transferring torque between the supercharger and the engine (e.g., between the engine crankshaft and a drive shaft of the supercharger) and a mechanical connection for transferring torque between a supplemental power source (e.g., an electric motor and/or an electric motor/generator) and the drive shaft of the supercharger.
  • a supplemental power source e.g., an electric motor and/or an electric motor/generator
  • the hybrid drive can include a planetary gear set for transferring torque between the engine crankshaft and the drive shaft of the supercharger and between the supplemental power source and the drive shaft of the supercharger, in certain examples, a ring gear of the planetary gear set is coupled to the supplemental power source, a sun gear of the planetary gear set is coupled to the supercharger shaft and a carrier of the planetary gear set can be coupled to the engine crankshaft. Couplings can be made with gear sets, belts or other means.
  • hybrid drive systems include mechanical connections for transferring torque between a drive shaft of a supercharger and an engine (e.g., between the engine crankshaft and a drive shaft of the supercharger) and a mechanical connection for transferring torque between a supplemental power source (e.g., an electric motor and/or an electric motor/generator) and the dri v e shaft of the supercharger.
  • a supplemental power source e.g., an electric motor and/or an electric motor/generator
  • the hybrid drive system transfers (e.g., proportions) torque between the engine, the supercharger and the supplemental power source.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

La présente invention se rapporte à un système de suralimentation qui apporte une puissance de suralimentation à une tubulure d'admission d'air d'un moteur. Le système de suralimentation comprend un turbocompresseur et un compresseur d'alimentation pour apporter la puissance de suralimentation à la tubulure d'admission d'air. Le système de suralimentation comprend également un système d'entraînement hybride pour alimenter le compresseur d'alimentation.
PCT/US2014/062702 2013-10-28 2014-10-28 Système de suralimentation comprenant un turbocompresseur et un compresseur d'alimentation à entraînement hybride WO2015066060A1 (fr)

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EP14858365.1A EP3063384A4 (fr) 2013-10-28 2014-10-28 Système de suralimentation comprenant un turbocompresseur et un compresseur d'alimentation à entraînement hybride
US15/141,214 US10006343B2 (en) 2013-10-28 2016-04-28 Boost system including turbo and hybrid drive supercharger

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US201361896476P 2013-10-28 2013-10-28
US61/896,476 2013-10-28
US201361911310P 2013-12-03 2013-12-03
US61/911,310 2013-12-03
US201461935030P 2014-02-03 2014-02-03
US61/935,030 2014-02-03

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DE102015219299B4 (de) 2015-10-06 2023-06-15 Robert Bosch Gmbh Verfahren, Computerprogramm, Speichermedium und Steuergerät zum Betreiben eines Verbrennungsmotors mit Zusatzverdichter
FR3081937A1 (fr) * 2018-06-04 2019-12-06 Valeo Systemes De Controle Moteur Dispositif de gestion thermique de l'air d'admission d'un moteur a combustion interne
WO2020001788A1 (fr) * 2018-06-29 2020-01-02 Volvo Truck Corporation Procédé de commande d'un système de moteur à combustion interne à quatre temps
CN112424461A (zh) * 2018-06-29 2021-02-26 沃尔沃卡车集团 运行四冲程内燃发动机系统的方法
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EP3063384A4 (fr) 2017-08-09
EP3063384A1 (fr) 2016-09-07
US10006343B2 (en) 2018-06-26

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